During 2007, 5,154
motorcyclists lost their lives in fatal highway crashes.

Fifty percent of all
motorcycles involved in fatal crashes collided with another type of motor
vehicle in transport. In two-vehicle crashes, 78 percent of the motorcycles
involved were struck in the front. Only 5 percent were struck in the rear.

Over, 90 percent of all
two-vehicle crashes involving a motorcycle and a passenger vehicle in which the
motorcycle rider died occurred on non-interstate roadways.

Fifty percent or more of all
two-vehicle crashes involving a motorcycle and a passenger vehicle in which the
motorcycle rider died were intersection crashes.

In 2007, there were 2,332
two-vehicle fatal crashes involving a motorcycle and another type of vehicle. In
40 percent of these crashes, the other vehicle was turning left while the
motorcycle was going straight, passing, or overtaking the vehicle.

Motorcycles and even small cars often aren't
detected by sensors at automated intersections, so riders either sit
there until a car comes along - which can take seemingly forever at
rural crossings - or break the law by turning right then looping
around and turning right again at the green light. "There's a
little red-light motorcycle dance that goes on sometimes," said Ed
Haas, media coordinator for the motorcycle group A Brotherhood
Against Totalitarian Enactments of South Carolina, or ABATE. "Any
law that forces people to occasionally break it is problematic and
probably should be reworded." ABATE endorsed the bill
co-sponsored by Sens. Phil Leventis, D-Sumter, and Jake Knotts,
R-West Columbia, which lets bikers continue if a traffic sensor
fails to detect their motorcycle or mo-ped and they've
sat at the intersection at least 20 seconds."This is a no-cost
solution to a problem that affects some of the 100,000 motorcyclists
in South Carolina on a daily basis," Dennis Welborn, a legislative
coordinator with ABATE, said in a news release. Fred Rosendahl,
a traffic engineer for North Carolina's Department of Transportation
and a member of its motorcycle safety committee, said changing the
law is a bad idea. "It breeds disrespect for adherence to
traffic controls," he said. Rather than let bikers pass through red
lights, the Transportation Department should ensure the sensors work
properly, he said. Knotts said the proposal, introduced Jan.
10, is "just a way to allow people who wait at these lights for long
periods of time to avoid breaking the law." "If they get hit
going through the intersection, it's their fault," he said.
Preliminary figures from the state Department of Public Safety show
90 motorcycle fatalities and 1,140 injuries in 2005. The department
reported 92 fatalities and 1,386 injuries in 2004. Ninety-three
bikers were killed and 1,182 injured in 2003. Motorcycle rider
Craig Partridge of Hollywood, in rural Charleston County, said he
already uses the stop-look-go method at certain traffic signals.
"That's working real good for me already," he said.

November 12, 2005

CHOP SHOP ARRESTS
- Two charged in connection with cycle 'chop shop'

ROANOKE, Va. (AP) - Two Henry County men
have been indicted on charges related to the theft of more than 30 sport bikes
in what investigators called a motorcycle "chop shop" ring. Prosecutors say the
men, both of Axton, were taking the bikes for their parts or replacing the
vehicle identification numbers and
reselling the stolen motorcycles whole. They were indicted on charges of
transporting stolen goods and conspiracy to operate a chop shop and tamper with
vehicle identification numbers. One of them also was charged with obstruction
of justice and perjury for allegedly lying to investigators and a federal grand
jury. In December, Floyd Valdez Dillard pleaded guilty to charges related
to the illegal operation and was sentenced to 21 months in prison. He
owned and operated the shop where the motorcycles were hidden and worked on.
More than 30 sport bikes worth at least 5-thousand to 10-thousand dollars each
were stolen from Blacksburg and Greensboro, North Carolina between April 1998
and December 2003. (Copyright 2005 by The Associated Press.
All Rights Reserved.)

The count keeps growing. A motorcyclist was killed on
M-19 in Emmett Township. Jeffrey Lawrence Rousseau, 40, of Caro was hit
head-on by a motorist trying to pass a tractor-trailer at about 8 p.m. Thursday,
September 8th. The fatality is part of a troubling increase in deadly
motorcycle accidents - in the Blue Water Area and the state. Michigan's
number of serious injuries and fatalities is on the rise, according to the
Michigan State Police. The same trend is reflected nationally.
For seven consecutive years, the number of motorcycle-rider fatalities has
grown. For the first time since 1987, motorcycle deaths exceeded 4,000.
They clearly illustrate the risk motorcyclists assume simply by driving the same
streets and highways cars and trucks dominate. More than anything, though,
the fatalities reiterate what a folly it would be to repeal Michigan's mandatory
helmet law.

The National Highway Traffic Safety Administration offers
some sobering facts about riding motorcycles:

* Head injury is the leading cause of death in motorcycle
accidents.

A motorcycle rider is about 21 times more likely to die
in a crash than someone riding in an automobile.

* Riding a motorcycle without a helmet makes it 40% more
likely to suffer a fatal injury in a crash.

* Helmets reduce the chances of dying in a motorcycle
accident by 29%.

* According to the state Office of Highway Safety
Planning, there were 3,187 motorcycle accidents in Michigan in 2003.
Seventy-six resulted in death.

* A 2004 study by the Michigan State Police and office of
Highway Safety Planning projects another 22 fatalities a year if the state's
helmet law is repealed.

The study also predicts 132 more incapacitating injuries
and $140 million in economic costs to state residents annually if the helmet law
is repealed.
Motorcycles are enjoying a marked increase in popularity. The rising price
of gasoline and motorcycles' attraction to the baby-boom generation are two
considerable factors. At the same time, mandatory helmet laws aren't
universal. Colorado, Illinois, Iowa and New Hampshire don't have them.
While 20 states, including Michigan, have mandatory helmet laws, 26 states only
have partial laws that usually require riders younger than 18 to wear helmets.
The danger, already quantified by state and national statistics, clearly is
greater when motorcyclists forego their helmets. The safety burden
obviously isn't exclusive to motorcyclists. Conventional- vehicle drivers must
take greater care, particularly when they share the road with motorcycles.
Too often, car-motorcycle accidents occur because drivers never see the
motorcyclists. The latter, however, are the ones who end up paying for
those mistakes - sometimes with their lives. Motorcyclists shouldn't be
without their helmets.

MOTORCYCLE AIRBAGS? Read on...

September 8, 2005

Tokyo, Japan (article from
www.world.honda.com)-
Honda Motor Co., Ltd. today announced it has succeeded in developing the world’s
first production motorcycle airbag system. The new system, which can help lessen
the severity of injuries caused by frontal collisions, is to be made available
on the new Gold Wing motorcycle scheduled for release in late spring of 2006 in
the US.

Honda Motorcycle Airbag Photos

The Motorcycle Airbag System is comprised of the airbag module, which includes
the airbag and the inflator; crash sensors, which monitor acceleration changes;
and an ECU, which performs calculations to instantly determine when a collision
is occurring. When a severe frontal collision occurs, the four crash sensors
mounted on the front fork measure the change in acceleration caused by the
impact and convey this data to the airbag ECU, which determines that a collision
is occurring and whether or not it is necessary to inflate the airbag. If the
calculations performed by the ECU indicate that airbag deployment is necessary,
the ECU sends an electronic signal to the airbag inflator, which instantaneously
responds by inflating the airbag. Inflating rapidly after the impact, the airbag
can absorb some of the forward energy of the rider, reducing the velocity at
which the rider may be thrown from the motorcycle and helping lessen the
severity of injuries caused by the rider colliding with another vehicle or with
the road.

By conducting extensive crash tests at its indoor omni-directional Real World
Crash Test Facility, applying advanced computer simulation technology, and
leading the way with the introduction of motorcycle rider test dummies, Honda
has gathered and analyzed a wide array of data on the behavior of motorcycles
during collisions. Honda has also taken full advantage of the experience of its
automobile operations in the development of airbags, applying its expertise in
the development of the Motorcycle Airbag System.

Motorcycle Airbag System: Principal Components

The airbag module, containing the airbag and inflator, is positioned in front of
the rider.
The airbag ECU, positioned to the right of the module , analyzes signals from
the crash sensors to determine whether or not to inflate the airbag.
Four crash sensors attached on both sides of the front fork detect changes in
acceleration caused by frontal impacts.

Functions of the Principal Components
Airbag Module The airbag module contains the airbag and airbag inflator.
The airbag inflator receives an electronic signal transmitted by the airbag ECU
instructing it to release nitrogen gas to inflate the airbag.
The airbag starts to inflate, exerting pressure on the cover of the airbag
module, forcing it to open.
The size and shape of the airbag, the manner in which is secured to the
motorcycle with tethers, and the function of the deflation vents all help to
maximize the effectiveness with which the system absorbs the kinetic energy of
the rider, helping control the velocity at which the rider may tend to be thrown
forward from the motorcycle, and thus lessening the severity of any injuries
resulting from impact with another vehicle or with the road.

From the moment an impact is recognized as a collision to the moment of airbag
inflation, only 0.060*1seconds elapses.

Airbag ECUThe airbag ECU continuously monitors the data received from the crash
sensors, and by comparing this data to standard vehicle behavior, determines
whether or not it is necessary to deploy the airbag. The data from each sensor
is evaluated independently, and if it is determined to deviate from programmed
standards of safe vehicle behavior by a certain predetermined degree, an
electronic signal is sent to the airbag inflator, which causes the airbag to
inflate.

Crash sensors

The crash sensors which monitor acceleration changes are attached to the front
fork legs to optimize the quickness and accuracy of their detection of frontal
impacts. No alteration of the structure of the motorcycle is needed. To optimize
the accuracy of collision detection, a set of 4 sensors are arranged—two on each
side of the front fork.